Yamaha Warrior XV 1700 motorcycle: technical specifications

Trail riders love this snowmobile. Off-road enthusiasts will love this sled. Anyone who has tried it loves it. Cause? The reason lies in its amazing versatility. The 150-horsepower Yamaha RX Warrior snowmobile features an easily adjustable 345.5 cm rear suspension and responsive dual A-arm front suspension, designed to handle a wide range of conditions. The Yamaha RX Warrior snowmobile will perform equally well both on a prepared track and in an impenetrable forest with bumps and ravines. And the 345.5 cm caterpillar will provide good traction on both sticky and loose snow. Opt for the Yamaha RX Warrior GT trim level and you'll gain greater suspension tuning options with a 345.5 cm electronic rear suspension and lightweight dual-adjuster shock absorbers also included in the rear suspension design. The design of the adjusters makes it easy to adjust the suspension without the use of tools. Limited anniversary edition of the snowmobile - Yamaha RX Warrior GT 40 th is equipped with front shock absorbers with external chambers.

Description of the motorcycle

In terms of engine power, the Yamaha XV 1700 Warrior is somewhat weaker than the custom Honda VTX1800 with its classic forms, but in appearance it differs quite noticeably. The new vision of style by Yamaha designers has led to the fact that all descriptions of the motorcycle are replete with poetic comparisons. A pumped-up handsome man with a flying silhouette, a powerful and harmonious engine in all details, cast but seemingly weightless wheels on three spokes, a smooth transition from the gas tank to the saddle really deserves words of praise. The designers decided that the huge muffler pipe also contributed to the overall style, but many owners began tuning their iron beast by replacing this particular part. But the taste and color, as they say.

By the way, the beast is not as iron as it might seem at first glance. The powerful, thick, black-painted frame is not steel at all. To make the structure lighter, it is made of aluminum alloy.

Article review of the Yamaha xv 1700 warrior motorcycle

Yamaha XV 1700 Warrior is a real fighter among motorcycles. No doping or pathos, just pure muscles. Developed by Star Corporation, a division of Yamaha in America. She was actually involved in the development of the entire Star series. This company left its greetings to Warrior owners in the form of a special badge on the bike’s key.

Yamaha XV 1700 Warrior is the progenitor of the classic “Harle-shaped” Yamaha XV 1600 motorcycle with a rather high handlebar and a classic “chopper” stance. And Warrior is already focused on Europe. This is a more clamped and sporty motorcycle, which is equipped with a full-fledged inverted fork. Brakes from R-1. Another feature is a duplex aluminum frame, which has never been seen on motorcycles of this class. It has a plus - it is light, and a minus - it is very fragile, which means that if it falls at the slightest level, replacing it will cost you a pretty penny.

Yamaha XV 1700 Warrior is made in what is called “old school” traditions. V-shaped chrome-plated 4-stroke engine, volume 1670 cm3, separate oil tank, two exhaust pipes, in general everything is very “classic”, like on a “chopper” or “Harley”. But, unfortunately, this model has taken root very poorly on the market. And all because for this motorcycle it is impossible to find any tuning for the engine, no tuning for the gearbox and no tuning for the cylinder heads. Nobody does anything for them. Manufacturers simply don’t see the point, because in three years a new engine from Yamaha will come out and they won’t make any money.

The second disadvantage of the Warrior is its extremely problematic engine. Despite the fact that there is 90 hp. (this is a standard indicator for such a V-shaped engine), it has very complex electrics, sensors, and position adjustments. There are many little things that tend to create problems for the owner. For example, due to the fact that the engine is air, a high temperature rises in its camber, which is why the rings on the frost injectors begin to dry out. Due to this feature, they are practically in contact with the block, and it becomes very hot. The rings on the injectors dry out and gasoline begins to leak, the spark plugs begin to whiten and melt, and the exhaust pipe becomes clogged. As a result, there is constant overspending and you are constantly changing spark plugs. There are also problems with the fuel pump and the throttle position sensor. Some fans of this model still find a way out of the situation. They install sensors from LADA Priora, and select rubber bands from Volga injectors.

An incomprehensible situation arises with the valves - on every second valve there is a hydraulic compensator, that is, there is no need to touch anything there, but next to it there is a standard screw that needs to be tightened and the gap between the valves adjusted with feeler gauges. In general, all these problems put off many buyers. But the Yamaha XV 1700 Warrior is considered a very brutal motorcycle and invariably attracts crowds of its fans around the world. By purchasing this model, you challenge the whole world and dive into an unforgettable abyss of emotions. The motorcycle is available in two versions: “Midnight” - more nondescript, but popular in Europe, and the regular version, which has much more chrome.

Yamaha XV 1700 Warrior is a real fairy tale for audio lovers. The bike literally tears up the city streets with its wild roar. At the same time, at idle speed it behaves quite quietly. People who have really tasted all the advantages of this motorcycle boldly turn a blind eye even to the above-mentioned disadvantages. After all, the pleasure that a driver experiences on the roads cannot be compared with anything. Warrior has a special charisma, which can be emphasized by tuning the chassis. Unlike mechanics, which cannot be found, the chassis is presented in a wide range. You can install a new cylinder or exhaust, there are chrome swingarms on the left side, etc., etc.

The clutch here is not hydraulic and is very difficult to squeeze out. Excellent brakes, both front and rear. An ascetic control panel: on the left remote control there is a low/high beam switch and turn signals, on the right remote control there is only locking and starting the engine. Don’t forget that this is a development for the American market, so the Warrior’s speed is in both miles and kilometers. A convenient windbreaker, necessary for this model, because the motorcycle accelerates quite quickly. The downside is the terribly designed seating position for the passenger. Uncomfortable high position of the legs, like on the old V-max. But everything is done comfortably for the pilot - this is a classic “chopper” landing, with a large seat and clearance for maneuvering. There is also a slight angle in the knee to make you feel comfortable at stops. Overall, this is a very easy bike to ride. But you need to take into account that the “classic” landing will require you to constantly raise and lower your legs. This will not be familiar to those who love sportbikes. Another drawback is the 5-speed gearbox, which is quite sufficient in the city, but not enough on the highway.

On the road, the Yamaha XV 1700 Warrior behaves confidently (it’s not for nothing that it is called the Road Warrior). Due to the fact that the engine is rigidly attached to the frame during stops, there is a slight vibration of the entire body, but this only irritates the pilot. The engine has a playful, subversive character and therefore you want to ride the motorcycle at full power. At the same time, squeezing the gas, rest assured that the Warrior will not rush like crazy, but will smoothly pick up speed. This is high-tech in its fullest manifestation.

In the end, it’s worth saying that the Yamaha XV 1700 Warrior is a predictable and at the same time powerful hooligan. This bike will excite the blood of an avid motorcyclist and is suitable even for beginners, for whom it will forgive many mistakes in terms of opening the throttle. And all this splendor can be bought starting from 350 thousand for a used model.

Dashboard

The characteristic decoration of the Yamaha Road Star Warrior 1700 motorcycle is the dashboard. It is very technologically advanced, which is not typical for motorcycles, but is typical for Japanese manufacturers.

Above the headlight, in chrome trim, there is space for a large dial-style speedometer and an LCD digital tachometer. When the engine is turned on, the instruments flash and shimmer, and at night the backlight not only helps to read the instrument readings without problems, but also looks very beautiful.

Test drive HondaVTX 1800 F, SuzukiBoulevard M109R, YamahaRoad Star Warrior 1700

Vladislav Sofonov (Vortex).

Height: 180 cm, weight: 75 kg. Driving experience: 7 years.

“And in the “heavenly office” they promised the sun,” I mentally complained, taking three “monsters” in red, yellow and white “skins” for the test. The night fog has only recently subsided - this is evidenced by the wet asphalt, and the temperature is just above 10 degrees Celsius... Not the best conditions for testing almost two-liter motorcycles, in which the rear wheel easily slips off the gas. But the very opportunity to ride such equipment warms the soul. Well, let's go!

Rides a Kawasaki ER-5 Twister.

Alexander Poberezkin (WOMBAT).

Height: 173 cm, weight: 68 kg.

Driving experience: 10 years. Rides a Kawasaki Vulcan 1500.

They say that in a Scandinavian country there lived a king. One day he felt the urge to get married (probably he was not a very smart king). And he organized a brides competition. Three young maidens reached the “finals”: ​​the first was an expert in cooking, the second in sewing, and the third was the best singer in the entire kingdom. Which one do you think he chose? That's right: the one with bigger breasts.

I can't rate motorcycles in terms of technical excellence. I don't care about the number of camshafts or the cylinder angle. The type of valve drive is completely indifferent and the phrase “wheelbase increased by 30 mm” seems completely stupid. Much more important is beauty, reliability, the ability to ride with a passenger, and most importantly, whether the bike corresponds to what it is intended for. Thanks to our favorite magazine and Odessa, they gave us horses not just to ride, but to give us a really high-quality test drive. We took them in the morning and returned them after the salon closed, winding kilometers along the clogged and broken city streets, driving along the highway and drag racing on the runway of the old airport.

Well, I’ll say right away about reliability – they didn’t test China. During the entire testing period, nothing broke or fell off in any of the motorcycles; everything worked, started and did not leak. Nothing stalled or required adjustments.

HONDA VTX1800

Vlad Sofonov.

The Honda VTX 1800F is difficult to pick out from the crowd of its own kind. It does not shine with either an aggressive design or a powerful engine - almost nothing. But at the same time, from the very moment of meeting it declares itself as a balanced motorcycle, which cannot be particularly praised, but there is also nothing to scold for. The only thing I didn’t like about it was absolutely no wind protection. But this is the fate of almost all motorcycles made in the classic style. For him, the comfortable speed limit is reached too quickly. It’s difficult to drive more than 100 km/h - the pressure of the wind begins to put a lot of pressure on the helmet; at 120, a large load also falls on the chest and arms, which hold this chest in a vertical position. I tried bending down - it didn't help. Therefore, the only way to increase the speed comfortable for long trips is to install a windshield.

As for the rest... The Power Commander installed on our test unit did not allow us to fully enjoy the elasticity of the motor. It was felt that if the American “skillful hands” had not gotten to it, the response and torque at low and medium speeds could have been better. True, the engine pulled well from idle (of course, with such a volume!), picking up speed very smoothly, and maneuvering at slow speeds could be done without bleeding the clutch. The VTX 1800F does not have annoying vibrations either - two balancer shafts do an excellent job. There were no complaints about the landing, with the exception of the tuning air intake on the starboard side, which sticks out a little and interferes with the leg. However, it is not included in the standard configuration.

We quickly found something for which the motorcycle could really be praised. The highlight of the VTX 1800F is the integrated braking system, in which the lever on the right foot actuates not only the rear caliper, but also the two middle pistons of the front 3-piston calipers. And although the front calipers are not radial, there is no lack of power at all - there is always enough of it. The situation is also good with information content. I was never able to apply the rear brake and suddenly start skidding the rear wheel. Everything is so clear and predictable that you get a strange feeling that there must be a catch hidden somewhere. However, it was never possible to find it, because Honda knows how to not only make motorcycles well, but also hide their shortcomings well.

Alexander Poberezkin.

“Heaviness is good. Heaviness is reliable. Even if it doesn’t shoot, you can always hit someone like that on the head.” Boris Razor (film “Big Kush”).

I decided to start with him. The appearance is more than ordinary, without any newfangled things, but a lot of chrome. Classic V-Twin. On this one you immediately want to add panniers, headlights, music, change the steering wheel... well, I got carried away... In short, the potential is great. And it doesn’t become a question of where to “attach” all this – there’s plenty of space. For the passenger too - well, let’s put a more glamorous blonde there!

Let's get going. I was immediately warned: be careful, the device is loaded: Power Commander, zero filter, Cobra edition. I don’t know what the tuning masters were trying to achieve with this, but they achieved one thing - they negated all the advantages of the cubic capacity. At revolutions of less than three thousand, the motorcycle clearly did not pull. In the city I had to constantly change gears - an absolutely unworthy task for the owner of any bike of this size. Beyond the three thousand mark, the engine came to life, and, as acceleration tests showed, it coped with the task very well. After about 5 minutes, his hands started to hurt - either the previous owner was King Kong, or he simply couldn’t find handlebars of a smaller diameter... In short, he shouldn’t have installed them... Otherwise, the motorcycle didn’t bother me - it behaved well at low speeds, it was moderately maneuverable between cars (well, as far as a device of this size can maneuver), and the brakes also did not cause any complaints.

Yep, here we are on the track. Well, everything is in order now! True, the complete lack of wind protection nullified my attempts to accelerate to more than 160 km/h. Up to this speed, Honda held the road just like “Hurray!” In addition, the weight of the motorcycle clearly prevented the unevenness of the asphalt from expressing itself fully. Honor and praise to the chassis designers! Twenty kilometers flew by almost unnoticed. It's time to rest. Naturally, they didn’t let us drink coffee in peace - the horses were too good.

On takeoff, an interesting feature was revealed - although the engine was a little less up to par with its competitors, due to its excellent chassis, the VTX turned out to be the only motorcycle that was not scary to accelerate on. Of the whole trio, it left me with the impression of the most balanced motorcycle. It seems that there are no special frills, but there are also no glitches (those created by the hands of the previous owner can be ignored). But if there was a question of buying a cruiser, I would choose it.

Passenger's opinion:

Tatiana Korzhenevskaya.

I've heard a lot about VTX. Yes, the cruiser is okay, solid, overall it makes an impression. The design is top notch, but the bright yellow color doesn’t suit blondes... I looked at the back seat with caution. No backrest. I glanced at the engine displacement – ​​1800. Well, I’ll have to hold on tight and “don’t count crows” at traffic lights.

We rushed forward. I guessed right: the start was quite rapid. Changes in speed were accompanied by distinct gear shift clicks. The seat is small and slippery, and with any jerk I began to slide along it. I think it wouldn't be too difficult for an evil driver to get rid of the poor passenger if he wanted, so hang on tight! In general, driving around the city has brought some variety to my life. Finally, the Kiev highway and you can accelerate! The motorcycle quickly picked up speed, my mood grew in direct proportion, and soon I found myself simply unable to help but smile. I won’t describe this amazing feeling, those who have traveled will understand. Yes, the Honda VTX1800 can give a girl pleasure! I thought for a long time about what I was missing to be completely delighted, and came to the conclusion that there was no dynamic smoothness in it, there was not enough plasticity. Too masculine a motorcycle (in my opinion). You can (and should) expect from it everything that is usually expected from a good motorcycle, but nothing more, nothing beyond that.

SUZUKI BOULEVARD 1800

Vlad Sofonov.

Jerk, another jerk... Thus began my re-acquaintance with the Suzuki Boulevard M109R. Previously (MD No. 8, 2008) we compared this motorcycle with the Honda Rune and Victory Vision Tour. What has changed since then? Yes, practically nothing. Except that compared to today’s “competitors” it no longer looks so light (both in weight and in handling). The engine responds to the throttle with lightning speed, which is not very similar to a regular V-twin. But if you remember how much technology he took from the racing “jixer”, then this behavior becomes understandable. When starting, if you don’t press the clutch, the motorcycle really takes off. The operating speed range is also striking - the red zone starts at 7.5 thousand rpm, but the engine willingly spins right up to the cutoff in the region of 8.5–9 thousand rpm. After all, this is not an ordinary cruiser, but a sports cruiser! After some time, you begin to get used to this behavior of the engine and even enjoy it. Apart from the unique looks of this sport cruiser (especially in white), the brisk acceleration at full throttle is the most satisfying thing this bike has to offer.

But there are other points that cannot be discounted. As soon as you drive around the city a little, poor handling makes itself felt. The motorcycle is reluctant to take sharp turns, and at low speeds you feel a high center of gravity. In addition, you have to reach far to the steering wheel, and therefore, in order to make a turn, you need to lean forward a lot. You expect powerful brakes from a sport cruiser. In part, they are. There were no complaints about the rear brake; this time it seemed to me much better than during summer testing - after all, each example is different, especially if one of them has a high mileage. But I was again dissatisfied with the front one. When pressed normally, it slows down completely inadequately - I want a sharper response. True, I also noticed that after a slight warm-up through a series of braking, the response of the front brake improves. This behavior reveals the racing past of the radial braking system, taken from the same Jixer. And, as I said earlier, in order to feel the full power of the front brakes, you need to press the handle not with two, but with all four fingers, and harder - it’s too tight.

On Boulevard, it is better to avoid all the ridges pressed in by the wheels of trucks on the asphalt, otherwise the motorcycle begins to “drive” strongly and move from side to side. At some point it even becomes scary that you will fall apart on such a comb and lose control. But once you hit the road, you gradually begin to forget about all these shortcomings. Straight-line riding, while not particularly exciting, feels exciting on a bike like the Suzuki Boulevard M109R. The engine power is always enough to quickly overtake a car that is “nauseating” at a speed of 120 km/h. Cruising speed of 140-150 km/h is the merit of a raised front end with thoughtful wind protection. If you drive a little faster, it gradually starts to blow away. But for other cruisers that are not equipped with a windshield, even such a “ceiling” is the ultimate dream. Up to a speed of “200”, confidence in control remains – the motorcycle can drive straight well or smoothly change lanes. You can go faster, but this is the lot of extreme sports enthusiasts.

Alexander Poberezkin.

- Who are you?

- Kind fairy.

- Why is the ax covered in blood?

– How little you people know about the Good Fairies...

The motorcycle was announced as a “sports chopper”. I didn't know what it was. Well, let's check...The designers of this beast get a solid A and respect. And although I don’t like too much modern appearance, it’s a matter of taste. But the fact that there is not a single extra line in the motorcycle is impossible not to admit. True, it will be quite difficult for tuning lovers - with such perfection, you can’t even change the seat to a “softer” one, or you can’t hang non-factory panniers, so as not to ruin the whole look. But I didn’t like the “egoist” style, but everyone has their own preferences...

My turn came already at takeoff. So without preparation, “key to start” and... and... and how do we turn on the gears...??? Oh, you just need to roll your legs forward a little, then back... and then we’ll switch... Well, now gas all the way!!! I immediately felt that I had caught a cocky horse. He tears up the ground like he was told, with his hoof... excuse me, he grinds the asphalt with his rear wheel. Moreover, it grinds in such a way that even from the side you can see how the “back” wiggles. It’s scary to accelerate... While I was driving alone, I thought that the “Boulevard” would tear the other competitors to shreds - there was a strong feeling of acceleration. When it came down to it, it turned out that he was winning only a few meters at a standard “drag” distance. I think the secret is in the seating position - because of the awkward position, you are pulled a little out of the saddle, and this adds to the thrill.

After driving the beast around the city, I realized that it was not for me. It's simply impossible to travel for a long time. Leaning forward with your arms bent - but you can’t lean your belly on the tank, so your arms hurt after 10 minutes. Plus strong jerks during any gear shift, which make your head in the helmet bounce like a ball. In turns, we also behave “not according to Feng Shui”. Due to the wide rear bast, the rear noticeably moves to the side.

The bottom line is that the motorcycle is definitely not suitable for long-distance riders or for daily trips. You won't get far in this position. And there’s really nowhere to put things... But those who like to “pop” will definitely appreciate it. But maybe I should buy a “sport” after all??!

Opinion of a failed passenger:

Tatiana Korzhenevskaya.

Yes, the model is certainly interesting, but upon closer inspection I HAD to notice that it only has one seat. Maybe it's the rear? She sat down and sat. No dynamics. One static. In general, there is no speed (but the wind protection is okay). Egoist, in short...

YAMAHA WARRIOR 1700

Vlad Sofonov.

Yamaha Road Star Warrior 1700. A beautiful name for an equally beautiful motorcycle. Warrior 1700 fully justifies it. The aggressive shape is further emphasized by the huge muffler, and the expected sound turns out to be quite rich and bassy. Compared to the Warrior, the sound of the M109R seems almost sportbike-like, especially at the top end. But, from the first meters of movement on it, a flaw in the driver’s seat is felt - the air intake and air filter cover sticking out on the sides of the engine make it difficult to “hug” the tank with your knees. Because of this, the feet, shod in hard motorcycle shoes, do not sit firmly on the footrests. But all this fades into the background when the engine begins to produce strong sensitive vibrations (the engine is rigidly attached to the frame). They are transmitted through the handlebars, footpegs, seat, as well as the air intake and air filter cover that rest on the knees. The sensations are not at all pleasant, and not everyone can endure them for a long time. Despite this, the Yamaha Road Star Warrior 1700 is popular, and if so, then there is something else, positive, about it that is worth paying attention to. Let's try to find out what it is...

Trying to find the most comfortable speed, I stopped at 75 American miles, which, in our opinion, is 120 km/h. At this speed, you can drive in second gear, scaring everyone around you with the roar of the engine, or you can switch to fifth and drop the revs to 3.5-3.7 thousand. In this mode, vibrations become almost unnoticeable. But as soon as you raise the speed higher, they come to life again. Well, it becomes clear that if you want to enjoy riding this motorcycle, you shouldn’t rev the engine too much. But why then buy a 1.7-liter bike if its potential can only be used by half?!

At the very first exit from the highway, the positive aspects of the motorcycle began to appear. First of all, I liked the brakes. The front one turned out to be very informative and powerful, and in most cases, to sharply decelerate, it is enough to press it with just two fingers. The rear one is overly powerful and therefore can lock the rear wheel without warning. Although, perhaps, it’s not only the brake, but also the Metzeler tires that are unsuitable for the current weather conditions, which do not grip the road well. But if you do not depress the clutch when braking, the engine torque will not allow you to completely lock the wheel, and transmission jerks will warn you of possible blocking in time. After a short period of getting used to this feature of the brakes, it no longer causes problems.

The second plus is high maneuverability caused by the overall compact design of the motorcycle and its light weight, which is on average 50-60 kg less than that of its rivals. This weight saving is made possible by the use of an aluminum alloy frame and the elimination of liquid cooling. Yes, the engine of the Yamaha Warrior 1700 is a real “air blower”. In addition (may the censorship forgive me!) – I feel it in my ass, without balancer shafts – they apparently also saved a couple of kilograms.

Alexander Poberezkin.

– Can I have that red one?

– Girl, this is a fire extinguisher and it’s not for sale... (From a conversation in a sex shop).

105 cubic inches - the inscription on the engine indicated the American origin of the device. And the motor itself... Such a motor can be brought to the inspection room separately from the frame - they will still be jealous. The main thing is not to forget the belt drive. And a muffler. True, the front end was clearly designed by another designer - somehow it goes against the rest of the part. Well, okay, we still haven’t forgotten how to hold an angle grinder in our hands, if something happens we’ll blow, spit and wrap it with tape...

I noticed vibrations even when warming up. Several, I would say more than those of two competitors. I thought it would pass. But no. It didn't happen at any speed. But it was not a small trembling, but a well-fed vibration of the twin. The muffler boomed in time with her. Perhaps this is how it was intended. We're not riding a moped! But how to spend eight hours long-range on this vibrator is not a question for the faint of heart... And the power characteristics made me very happy. The motor pulls very smoothly throughout the entire range. No dips, no sudden jerks. The tachometer was covered by a bag with photographic accessories, but the “caring” operation of the cut-off signal indicated that it was time to switch “up.”

On the highway the chassis was somewhat disappointing. It did not leave a feeling of “cycling”. At high speeds it became somehow not very comfortable, but at the entrance to the city it turned out that we steered better than the rest of the trio. Well, what can you do, there is no perfection in the world...

Separately, it is worth mentioning the brakes. Well, just in case. And then suddenly someone inadvertently crushes the rear one, skidding is guaranteed. Moreover, even a light touch on it on a wet road can lead to a fall. But the front ones are asleep and see how they can get reinforced hoses. For good spirits.

The result is an excellent tuning kit. I have never seen a more beautiful engine in any production motorcycle, but the rest is a matter of profit. In the end, chassis glitches can be eliminated, and if you don’t drive the Warrior for days, you can survive the vibrations.

Passenger's opinion:

Tatiana Korzhenevskaya.

I immediately chose Yamaha for myself. While the manager of the motorcycle dealership was preparing documents and drawing up powers of attorney, I admired the motorcycles. Of the three motorcycles that we were offered to test, the Yamaha Warrior was the most impressive. Beautiful, flowing shapes, lots of chrome, but what especially aroused the imagination was the spectacular muffler on the exhaust pipe. Unexpectedly increased in size*, sparkling with chrome, it looked like an additional (and jet) engine (well, just in case...). For some reason, I imagined how, during some racing, a guy on a motorcycle like this presses a small, inconspicuous red button, an uncontrollable flame bursts from the muffler, the motorcycle suddenly rushes forward... to the stars...

Well, the time has come when I sat in the back seat of this red “Warrior”. And I was very surprised - the landing was clearly not chopper-like. Instead of sitting straight, I had to lean forward (in order to wrap my arms around the driver), my knees turned out to be unusually higher**. The landing on the Warrior is, of course, not sporty, but rather semi-sporty, but the difference is felt immediately.

Speed. We dialed it quite quickly and smoothly. The dynamics of the motorcycle are simply amazing. We rushed along the highway like a bright, red snake. Everything inside was jubilant, we drove faster, faster and faster... And this was it! There were no problems with wind protection, at least for me. I simply hid behind the back of a person who clearly had them, at the same time improving the aerodynamic qualities of the model being tested. And everything would be fine, but at high speeds the fine vibration began to appear more and more clearly. And the further - the more. It’s unpleasant, but in principle, if you drive around the city - unnoticed, outside the city - it’s not fatal. But for long distances, long distances, it’s somehow not very tempting to ride this motorcycle, and the rear seat, of course, needs to be replaced. You can, of course, use this model as a means of combating cellulite, renting it out to friends...

Results : Of the three tested motorcycles, Warrior is the weakest: 21 hp. lagging behind Honda and even further behind Suzuki. The same is true with torque. At the same time, it’s impossible to say that Warrior accelerates much slower than others. Surely, we have checked this more than once! On the long runway now used for drag racing, all three motorcycles went through a series of synchronized runs. The first in all cases was the Suzuki Boulevard M109R, which is not surprising. But the Honda VTX 1800F and Yamaha Warrior 1700 could not decide among themselves which of them was faster. In this discipline they went head to head, or rather, went wheel to wheel. This is due to the fact that the VTX 1800F is much heavier than its opponent, and therefore the weight-to-power ratio for both is approximately the same. However, of the three motorcycles, only two have a tendency to drag, and the VTX 1800F, made in a classic style, is not very suitable for this role.

Photo: author

Motorcycle dimensions

The motorcycle is based on the famous Long & Low principle, that is, long and low.

Dimensions of the Yamaha Warrior XV 1700 RS (L × W × H): 2.4 × 0.92 × 1.12 m. At the saddle, its height is 0.7 m, ground clearance - 11.5 cm. With a wide wheelbase 1 .7 meters and a fairly low seating position, typical of choppers with arms and legs extended forward, the motorcycle is easy to control. The low ground clearance and wide footpegs are felt when there is a need to make a sharp turn, but under normal conditions this is rather a plus of the design.

The low silhouette, combined with a specific landing position, allows the pilot to feel quite confident behind the controls even at speeds approaching 150 km/h, which is not typical for conventional cruisers.

Motorcycle engine

The two-cylinder four-stroke engine is not fundamentally new. It's largely a switch from the proven XV1600 Wild Star. The engine is made according to the traditional design with four valves, two spark plugs for each cylinder, the drive of the upper valves from the lower camshaft, a separate block with a chain motor transmission at the gearbox and a dry sump lubrication system, allowing for sharp maneuvers and tilts without the risk of disrupting lubrication.

The Yamaha Warrior 1700 engine is distinguished by its cylinder diameter increased to almost 100 mm, forged pistons instead of traditional ones, and an injection system.

Thanks to this scheme, parasitic vibrations and engine noise are minimized. Some lovers of power in everything consider this last advantage to be rather a disadvantage. Some bikers add elements to the design of the exhaust pipe so that the roar of the engine makes a lasting impression on others.

The power of the 1.7 liter engine reaches 85 hp. accelerates a motorcycle with a curb weight of 300 kg to a maximum speed of almost 200 km/h. Maximum torque is achieved at 3750 rpm. It is 135 Nm.

Silent sensation Yamaha XV1700 Warrior

text
from the magazine “Motoreview” No. 3, 2004 :
Alexander Dmitriev

Yamaha XV1700 Warrior: 1670 cm3, 84 hp, 190 km/h, $20,300

The unusual “dynamic cruiser” was introduced to the US market in 2002, and in the 2003 season it entered the European market. Based on the XV1600A model, the engine features a larger cylinder diameter, a fuel injection system, and forged pistons. Its maximum power exceeds 80 hp. But the most unusual design feature of the car is the duplex frame made of aluminum alloy! The brake system is borrowed from the Yamaha YZF-R1 sportbike.

"New Bikers" don't want style without performance. And they choose cruisers of the new generation: powerful, with good brakes, controllable and... not at all shiny. Bling is going out of style. For the first time, a product worthy of attention was released by Honda. Her stunning VTX1800 (test in Motor Review No. 3/2002) became the first American-style production motorcycle capable of accelerating faster than 200 km/h. Harley did not keep itself waiting: it seemed that the stunning V-rod (test in Motor Review No. 7/2003) would for a long time discourage competitors from entering this not at all cheap segment of the market. In general, this is what happened. The American outperformed the Honda in most respects. But somehow everyone forgot about one very quiet premiere of Tokyo Motorshow 2001 - Yamaha Warrior. And completely in vain.

This motorcycle is unique in that its design, for the first time on a production cruiser, uses an aluminum alloy frame and swingarm. Question: why was this done - to reduce weight or increase frame rigidity? I wanted to find out this, and much more, during the test. The 2002 season did not go well for Russian Yamaha dealers - the few Warriors that were imported found their buyers long before they reached showrooms. Simply put, there was no opportunity to test the new product immediately after its debut. Last summer turned out to be calmer, and one day I received the Warrior for a test. Still, it’s good sometimes to take advantage of your official position and test the best! When the editors heard that someone was going to ride this amazing cruiser, the recording almost began! And what caused this excitement among fans of “motorcycles for riding”, when every rare test of a chopper is perceived as working out the difficult part of a motorcycle journalist? Whether it’s a matter of driving to the dacha on a XXX-strong sportbike!

I realized a long time ago that to be happy, it is not at all necessary to shoot over 200 on every trip, demonstrating to others what an “elusive Joe” you are. It’s much more pleasant to get pleasure from a well-built combination of moving in relatively dense traffic, surprising everyone with... well, for example, the unusual length of the motorcycle. And Warrior has this quality - 2.4 m of length with a saddle height of 715 mm is impressive not only on paper, but also in life. The aluminum frame is hidden by black paint, but the front fork from the R1 can't be missed! It may not be adjustable by preloading the spring, but it is inverted, short and with a reduced offset - everything is done for the benefit of controllability. To be honest, in my opinion, adjusting the suspension of such motorcycles is overkill, so I turn a blind eye to sportbike atavisms in the form of the available ability to select the necessary compression and rebound parameters of the fork. With a base of almost 1.7 m, the characteristics of the suspensions play not even a third role in handling.

What I liked about the motorcycle at first sight is that you don’t need to select special clothing for it; leather overalls and an integral helmet fit perfectly. Strict equipment - strict riding? You need to enjoy the cruiser in every detail, from the moment you approach it. A stylized key is inserted into the ignition lock... The lock is conveniently located, there is no need to look for it somewhere under the saddle, it is in its usual place. Fuel injection does not involve any “suction” or enrichment valves, so I just touch the starter button. It seems that the compact electric motor will not be able to turn the huge crankshaft connected to almost 100 mm long-stroke pistons, but the decompressor comes into play.

A slight “zilch” of released pressure, and the engine “explodes”. And the first disappointment. The gigantic 16cm muffler takes away much of the sound quality that the massive displacement is capable of. Six bolts for internal hexagons at the end of the muffler clearly hint at the ease of further modernization, but we’ll leave the intrigue to future buyers - I won’t disassemble the Warrior. Feet forward, I’m moving away. A soft clutch with hydraulic drive, a precise and almost silent gearbox - in every detail you can feel that the motorcycle is not only modern and Japanese, but also expensive. A look at the dashboard, alas, is not pleasing to the eye. If the speedometer is readable relatively well, then it is simply impossible to understand the readings of the tachometer located on the liquid crystal display, even if you look closely. And the body of this display itself is of an indistinct shape. It is designed in the style of a motorcycle, but for some reason it is not pleasing to the eye.

But other things, more important, please me. Acceleration dynamics, for example. The motorcycle is inferior in this parameter to the V-Rod and VTX1800. But only a very experienced biker can understand this second difference. It seemed to me that in the mode from 100 to 140 km/h, the motorcycle was even somewhat faster than the VTX, which I managed to ride the day before. Alas, the prose of the numbers says the opposite, but the main thing for us is the impression! And the fact that the motorcycle turns much better than its competitors is, for example, an order of magnitude more important to me. It’s not for nothing that the duplex frame is made of aluminum alloy. Of course, a 200 mm wide rear tire is absolutely not conducive to good cornering behavior - any sport biker knows this. But the combination of fat tires, low seat, long wheelbase and stiff chassis makes the bike a joy to ride. You feel how you push the machine at every additional angle in the turn. There is no strong inclination from the side, but it seems that you are about to start grinding the footrests... Their grinding does not keep you waiting.

And why, tell me, should I master the intricacies of piloting a sportbike, when you can so easily scrape the asphalt with the pegs at a decent speed and without fear of exceeding the limits of tire adhesion to the asphalt?.. In the city, moving on a motorcycle does not cause any difficulties or unpleasant emotions. The soft clutch and rather slow first gear adapt the Yamaha well to maneuvering in traffic jams. Perhaps your legs are too far forward, and you don’t want to take them off the footrests once again to help yourself. After driving along a winding road in the Dmitrovsky district of the Moscow region for a couple of hours, I did not feel the fatigue that I experienced after a similar distance on the VTX. The reason is lower weight - the Yamaha is lighter than the Honda by as much as 45 kg! Physics, and there's nothing you can do about it. What was surprising was that compared to the V-rod Warrior it seems lighter. Moreover, I was sure of this until I looked at the catalog at the end of the test: the V-rod is five kg lighter! Apparently, the point here is in the distribution of masses: with Yamaha they are more densely arranged in the center. Secondary roads revealed another disadvantage of the motorcycle: the rear suspension clearly does not “catch up” with the front.

As excellent as the R1's telescope works on uneven surfaces, the rear pendulum is just as capable. It does not have enough torsional rigidity - the rear begins to “walk”, as soon as a small bump appears in a deep turn. It lacks an energy-intensive shock absorber - if the compression damping is quite sufficient, then on the rebound it is extremely fast. The result is as simple as air cooling - the motorcycle does not ride well on uneven asphalt. And before turning, it’s better to take a closer look to see if there are any big bumps there. The longer I drive the Warrior, the more I want to arrange a comparative test of it with the V-rod and VTX, we’ll plan it for the upcoming season... But let’s get back to the road. Having got out of the web of country roads, you want to enjoy the speed. From maximum speed. Let the apologists of the American style object - they say, there is absolutely no point in driving fast. You and I don’t think so, do we? Otherwise, what is the point of sportbike equipment? I remember that I specially brought jeans and a light jacket for the VTX test - I had no experience riding cruisers at speeds faster than 200 km/h at that time - and I regretted it. Now everything is designed to meet with speed. The device dials 170, 180... 190 reluctantly. How about 200? Alas, Warrior cannot do this.

The seating position is balanced, and there is no feeling that your head is about to be torn off. I think it wouldn’t hurt to equip the motorcycle with a small windshield from the original catalog - it will be much more convenient to ride. Of course, after acceleration I try to overheat the brakes - a series of sharp decelerations from a speed of 150 km/h is designed to help with this. Alas, disappointment awaits me here. The brakes are ok. And at low speeds they could be softer - the front wheel is prone to early locking. So it’s better for Warrior users not to think about reinforced hoses. After riding the Warrior for two days, we can draw conclusions.

Before us is a balanced, comfortable motorcycle that can bring pleasure not only to lovers of leisurely riding, but also to drivers accustomed to sportbikes. Its laziness when shifting in S-shaped turns is more than compensated by a feeling of complete control, absolutely unusual for such cars. Accelerates confidently and brakes reliably. In fact, Warrior opens a new page in the development of “Americans” from Yamaha, following the generations of Virago and Drag Star. Whether he will become the founder of the third generation, time will tell.

Options

Chassis and transmission

The Yamaha Warrior motorcycle engine is paired with a five-speed manual transmission. The main gear is V-belt, ensuring smooth running.

The brake system, borrowed from the YZF-R1 sportbike, which in itself already characterizes its reliability, is disc: the front brakes are double-disc, the rear brakes are single-disc. A motorcycle that is not heavy enough stops very quickly; the front brake can even block.

Radial tires with a diameter of 120 mm on the front wheel and 200 mm on the rear wheel, Dunlop Sportmax, allow you to feel confident both on sharp turns and on wet asphalt.

The front suspension is an inverted fork with a small stroke of 135 mm. At the rear, thanks to a central monoshock absorber with a progressive characteristic, even a loaded Yamaha Warrior motorcycle can quietly overcome potholes on the road surface.

Second generation front suspension.

The second-generation front suspension design uses short kingpins and long A-arms. This design is designed to ensure excellent stability of the snowmobile in corners and linear characteristics of changes in steering force throughout the entire working stroke. The suspension travel reaches 22.8 centimeters, the track of the snowmobile's skis is 108.4 cm. The steering characteristics, due to the fact that the king pins constantly maintain an angle of 23 degrees, are linear in nature.

Specifications

A fairly heavy bike, if you need to do it quickly, accelerates to hundreds of kilometers per hour in 3.6 seconds. The acceleration dynamics allow you to drive freely in traffic and confidently overtake. According to the passport, the maximum speed of the Yamaha Warrior XV 1700 motorcycle is 190 km/h.

On average, fuel consumption is less than 7 liters per hundred km. It rises to this level only at speeds of 150 km/h. That is, with a fifteen-liter tank you have to look for a gas station every 200 km, which, of course, does not cause delight among lovers of long trips.

The most economical ones managed to travel 250 km at one gas station. But this is rather an exception to the rule.

Tuning and additional equipment

In addition to airbrushing and repainting the motorcycle in unusual colors just for fun, tuning the Yamaha Warrior 1700 necessarily includes equipment for a passenger seat. The passenger backrest allows a very small and inconvenient place for the second number to be made at least a little more comfortable and safer. Moreover, a modified exhaust, for example, Vance&Hines BigShots, in addition to its beauty and deep sound, can burn the legs (oh, no, legs) of a charming blonde even through the overalls, if it is not leather.

The protective arches may not carry any meaning if you drive slowly and carefully. But on the road, and especially in traffic jams, anything can happen. Therefore, they not only give solidity and are used as handles for lifting a fallen “horse,” but also protect against those who want to push back the impudent person with physical force.

A high windshield is also not installed for beauty. At speeds above 100 km/h it protects from the oncoming flow of cold air, and at higher speeds it reduces the tension in the muscles of the neck and back when resisting the same oncoming air flow.

Heated handles are also not a whim. Anyone who rides a high-speed motorcycle not only in the summer will understand. Spherical mirrors add style and, most importantly, allow you to see what is happening behind you in the blind spot.

Something else that is important for travel, but can ruin the appearance of a fast and predatory motorcycle, is the panniers. Stitched leather saddlebags must definitely match the style of the iron horse.

The soundtrack includes not only the roar of a powerful engine. Many pilots replace the stock horn with something more appropriate, such as a Hadley horn.

The first “childhood delights” of owning a motorcycle are far behind us; it’s time to sum up the results of the second season. 18 thousand have been passed, there is something to talk about and something to complain about. Although the motorcycle is certainly good. UPD: the review after the 1st season is here. In this review I will only talk about new impressions.

Briefly

Pros: + Not bad (for a cruiser) versatility of use + Dynamics + Handling + Appearance + Brakes + Humane fuel consumption Cons: - 6th gear is missing - Ergonomics in long-distance driving are lame - Carrying luggage is not ideal - Complete absence of mechanical aftermarket (body kit not included) account) - Confused (by chopper standards) device and maintenance

Flaws

I'll start with them, it's better to leave the good for last.
1. They say that every motorcyclist on the highway needs one more gear. I can’t speak for everyone, but on Warrior the 6th is clearly asking for it. Objectively, the Warrior’s gearbox is good, the closely spaced gear ratios are AWESOME! But at speeds above 130, another step is requested. And it’s not just that after 4000 rpm the engine starts to turn sour. What’s more important is that: — After 3500 there are childish vibrations that you can’t drive with for long. — Consumption at 150 km/h rises from 6 to 7 liters, which begins to depress with a 15-liter tank

I couldn’t find any relatives for my model (which is logical) or even an aftermarket. In general, no one seems to produce aftermarket mechanics for Japanese cruisers - an obvious competitive advantage of Harley, for which many different companies make engines, gearboxes, and much more mechanical stuff. Just for fun, I looked at other Yamaha models: - all choppers - 5 steps - V-Max (both old and new) - also 5 steps - even the FJR1300, seemingly a sport-tourer - again 5 steps. Just some kind of conspiracy. I looked at the rest of the Japanese, almost all cruisers again have a 5-speed gear. An uncharacteristic exception was the Kawasaki VN1700, suddenly 6 steps! If it weren’t for the dead engine (73 hp) and the generally “crappy” design, I would have taken a closer look at it... But HD and Victory have been producing cruisers with 6 speeds for several years now.

My first thought was to play with the gear ratios using the driven/driven belt in order to reduce the operating speed at the same speed. The operation is quite real, certain Harley pulleys are installed, the belt is changed and, in principle, that’s all. However, acceleration becomes more “vegetable”, which is not at all cool in the city. Or it may be ice, but then there may still be a problem with reconfiguring the speedometer.

But if you change gear ratios, would it be nice to invigorate the engine? That was the second thought. A couple of years after the model was launched on the market, Yamaha began selling Speedstar series parts. The power increased from 86 to 104 hp, I don’t remember the torque numbers. As of now, it is impossible to assemble the kit completely; apparently, it is no longer produced. In theory, you can use the engine from the MT-01, they are the same in size, and the um-te-shka is still in production. But in practice, the amount of work required for this +4hp. and +15Nm still needs to be studied...

Diagnosis: almost no cure. Trying to fit an American engine and a 6-mortar into the frame is a direct path to welding/grinder. Then it’s easier to make a custom from scratch.

2. The canons of the class dictate the features of landing and ergonomics in general. Due to the far-out footpegs, the entire body weight falls on the 5th point, thanks to the fact that at least the saddle is wide and you can change your seating position a little while riding. The “stick” steering wheel, although not original, still forces you to reach forward and almost climb onto the tank. Handling in the city is good, but on the road you get tired quickly: - 5-6 hours on the road are not stressful at all, you can stop only when necessary to refuel - after 700 km you still have strength, but along the way you want to stop more often - 1000 km is a conditional limit, when more or less normal, but it’s better not to go further in one sitting - after a thousand, fatigue grows non-linearly, 1200 is basically passed (checked three times), but 1500 - a “motorcycle overdose” sets in, when all parts of the body try to fall off and you don’t want to look at the motorcycle a couple more days.

Red zone: fatigue after 700 km (right leg, collarbone), yellow - after 1100 km (5th point, lower back, arms, neck)

Once again about vibrations. They are transmitted especially strongly to the running boards (I ride in sports plastic boots, so the shoes do not extinguish them), and after a long road they also radiate to the 5th point. Perhaps it can be treated by installing arches with extensions, but you have to try. The arcs must be installed in any case, the question is where: the most obvious place for the upper fasteners is the starter bolts, which is not good and what I already ran into with the old arcs (they fell off after a couple of incidents). If you drive for a long time, then in addition to this, your right leg will go numb, due to the protruding side air filter, and your arms will go numb due to the not quite straight landing.

Diagnosis: treated by replacing the steering wheel, possibly the saddle, stems, and windshield. But the problem will not disappear 100%.

3. The mileage on a tank “dry”, if you save fuel, in theory no more than 250 km, the maximum reached 230 (not from a good life), I prefer to refuel after 150-200 km. On a long journey or in cold weather, you have to stop every 100-120 km, due to fatigue and poor wind protection. I don’t know if there are higher windshields, but something definitely needs to be decided - I’m tired of depending on the weather, and depending heavily. The same applies to heated grips.

Specific ergonomics and a small tank affect the average speed on the highway. According to the stories on the BP, an average of 90 km/h over 1000 km of travel is considered quite normal speed even for cruisers. I only managed to do the average 100 once (Voronezh-Moscow, only 500 km), for 1000 km or more the average did not rise above 75. Despite the fact that most of the road I was driving 120-150.

Diagnosis: a new tank is needed, at least 20 liters.

4. There are also complaints about the transportation of luggage. Firstly, you can’t carry heavy loads on the trunk; this will deform the wing (although maybe this is for all cruisers?) Secondly, I still haven’t been able to find normal-looking panniers (or Corbin’s plastic ones for $2000-3000 for set). For the coming season, I’m thinking of taking some simple textile side skirts, so as not to fool my head, it’s cheap and cheerful.

The deformation zone of the rear wing is highlighted in red.

In the 2012 season, I dealt with luggage extremely simply: I placed a large backpack with a heavy load on the back seat, a smaller and lighter backpack on the trunk (after I discovered deformations of the rear fender), wrapped it all in conditionally waterproof covers and tied it with spiders behind passenger backrest and trunk. It held tightly and fit well. It didn’t affect the handling at all, despite the fact that the central trunk, even on the Electric Train, seems to add hemorrhoids when driving.

5. I think I already wrote about the “convenience” of maintenance (in comparison, even the ergonomics are ideal!). Although most of the work is done with standard tools included in the 100+ element set, strong and flexible fingers still do not hurt. So, we have the following: — two air filter housings (two!!!11), to replace the filters you need to remove the tank; — removing and putting the tank in place must be done by two people; long strong fingers and a good eye are required, otherwise the pipes will not fit where they need to be; — to replace the spark plugs, you need to remove the upper air filter housing, the procedure is extremely frustrating: very dense laying of wires and other various hoses at the work site, plus it’s difficult to put rubber bands on the intake pipes when you’re not used to it. If you have a cardan spark plug, you can do without this, but the manual says to do it by removing the filter. It may be easier to adjust the tightening force this way;

Excerpt from the service manual: dismantling the upper air filter housing. Happy spark plug replacement, %BIKERNAME%!

— Of the 4 spark plugs, only two can be easily replaced, and one, the right one in the front cylinder, has to be changed by touch (or remove the steering wheel with the instrument panel, but this is beyond common sense); — with long forward flows, any operations on the rear axle (checking the belt tension, changing tires or, God forbid, replacing the belt) lead to the need to disconnect the exhaust, because the pipes overlap the axle. The stock exhaust does not cause such problems; — the belt, as it should be, is difficult to change; this requires removing not only the wheel, but also the pendulum. By the way, I have only seen tire belts (if the main one is broken) for Harleys, and then not for everyone. You cannot take a spare regular belt on long-distance trips (because it cannot be twisted, crushed, etc.). + but the oil filter is located very conveniently; installation/disassembly is perfectly accomplished using the most common chain wrench for oil filters costing 100 rubles. maximum.

6. Headlights and turn signals. The head light is not enough for driving at night. There is a lot of plastic around the rear turn signals, it is wrong and unaesthetic. Methods of treatment: a correctly selected chandelier or the right xenon, an integrated stopper (already purchased), at the same time it will be possible to replace the non-pont plastic shovel that mounts the license plate with a “boyish” metal platform with a mount on the rear axle.

About pleasant things

If such shortcomings have not yet confused you, read on...
The device is quite suitable for driving through traffic jams on Moscow highways (TTK, MKAD, wide radial highways), especially with the arches removed - you can make sharper maneuvers between cars. Long-range use is clearly no worse than road work, you drive slower, but you get tired slower and you can drive longer in one sitting. You can carry a lot of luggage without affecting handling.

Dynamics up to 100 km/h allows you to misbehave in traffic, up to 140 you can confidently overtake, but then the lower engine “deflates” and the vibrations get annoying. But driving at 120-130 is the most fun. Lack of hp and I rarely feel the moment, mainly when overtaking long lines of trucks on 1-lane roads.

Handling, braking: no complaints, although there is almost nothing to compare with. The rear brake performs very well; it is convenient to slow down on the highway. Only once during the season did I have to brake completely on my ears, on a wet road. The motorcycle skidded heavily left and right, but managed to stop before the truck. I was almost sure that I would fall, but it turned out okay, I just had to not disturb him. Along serpentines, the speed of movement depends on the intensity of the flow and how scared you are. Once we were riding through the mountains in a convoy with “neat” sports, I was not a burden. The softness of the suspension is comparable to the average settings of the R1200GS, and it absorbs bumps no worse. A hole in a turn remains just a hole, and not the beginning of “twisting” of the frame and not a struggle for the stability of the motorcycle. The only time my spine went into my underpants was on a really bad road surface and at high speed; this only happened at night on an unlit road.

The appearance still does not leave me indifferent, partly due to the body kit. In stock, especially with the original exhaust, the motorcycle doesn’t look nearly as interesting. By the way, the “wow factor” of choppers seems to grow as you move north - in the south almost everyone is “stick” to sports, in Moscow it’s 50/50, in Karelia they paid me much more attention

Reliability. It’s worth banging your head against the wall, but I will do the “big” maintenance, with checking all the hoses, wiring, etc., only now, after 26 thousand miles. Until this time, I simply changed consumables according to the regulations; the only unscheduled change was the belt change after 49 thousand, which suddenly broke. At the end of the 2012 season, the motorcycle clearly decided to remind us of this, when first the clutch cable flew, then the powerful negative terminal of the main harness immediately broke, and before putting it in the garage, it generally refused to start with an incomprehensible crackling sound from the battery area (relay?..). In general, despite the hassle of maintenance, there are no complaints about reliability.

Ideal motorcycle

The description of the shortcomings took up much more space than the positive part.
Probably, I’m just being too picky; after all, more than half of my current mileage has accumulated on long-distance trips. What ideally I would like to see from my motorcycle: 1. Comfortable fit for the city and the highway 2. Good wind protection 3. Directional stability 4. Soft suspension without loss of control 5. Acceptable “anti-stacking” 6. Good brakes and dynamics (confident 150 highway, fast acceleration 70-150) 7. Stress-free transportation of 20..40 kg of luggage 8. Easy maintenance 9. A large number of aftermarket spare parts, both body kit and mechanics 10. Mileage on a tank of at least 300 km 11. Reliability 12. Appearance 13. The feeling of STUPID in the engine and the reserve of traction under the right hand from the very bottom. My device satisfies the stated criteria at least half, and if we take into account the last point, then even more . Am I ready to change it to something else, even with an unlimited budget - The question is open, because I have too little experience riding other motorcycles, just ride and ride. So far, I’m probably only ready to consider 2 other devices as my main motorcycle: 1. KTM Adventure 990R. Not a chopper of course, but V2 and everything else is great! 2. HD Road King. Harley and Trub in general, I wonder what it's like in a long distance. I'm captivated by the abundance of the aftermarket, scared away by the price, and for now it's a “pig in a poke” for me. Besides, remembering OcM’s story about a trip across America, it’s not a fact that Roadking will be so much better as to warrant buying it. Again, you have to travel. 3. UPD: (thanks to ZloYa) Victory Cross Country. According to many recent tests, the best, or one of the best baggers.

In general, common sense is trying to tell me that cruisers are not particularly suitable for long-distance travel - they are just a little better than road bikes, and that humanity has come up with many other classes for such use: tourenduros, sport tourers, luxury tourers.
But I don’t want to exchange metal for plastic, the rough character of the V2 for a “refined” in-line or boxer, the bestial roar of large cylinders for the “sewing machine” of a riding motor. So I fully admit that it would be best to greatly alter your Warrior, or make a custom one based on its frame and chassis. They are too good for him

Repair and spare parts

Motorcycle parts are mostly consumables. Front and rear brake pads, a set of air filters, an oil filter, oil are the main components of the list. The main problem, which is also expensive, is the tires, the front of which is a rather rare size, and its selection takes time.

And maintenance causes teeth grinding for everyone who is used to changing oil, filters and spark plugs on their own. Perhaps it did not occur to Japanese manufacturers that such things were not done in specialized centers, but the fact remains a fact.

The Yamaha Warrior XV 1700 requires at least two people to replace the air filters, since the fuel tank then needs to be removed and installed, which cannot be done alone.

Replacing the spark plugs is more or less simple for only two of them; with the rest you need to suffer; if you don't have pianist's fingers, you will generally have to remove the steering wheel and the dashboard. Replacing a belt is a long procedure; both the wheel and the pendulum are removed, but in this case no one was expecting any gifts.

The only thing that is easy when servicing yourself is replacing the oil filter. True, you need to purchase a chain wrench for oil filters, but in general this is not a problem at all.

Advantages of a motorcycle

The main advantage of the Yamaha Warrior is its versatility. It easily moves in traffic jams on the streets of big cities, especially without protective bars and panniers, and performs complex maneuvers. Handles long roads well, even with luggage it does not lose control at cruising speed. Pilots claim that the most comfortable speed on the road is 120-130 km/h.

Those who have something to compare with note the good handling, suspension and brakes. Of course, the advantage is the high reliability of Japanese technology. The motorcycle begins to require attention only after 25 thousand kilometers. Motorcycle parts closer to 50 thousand km are necessarily replenished with a belt, which, having worked for so long, can quite deservedly break.

Despite its size and powerful engine, the motorcycle is quite economical. He eats both oil and gasoline with a very moderate appetite.

Well, and of course, the appearance does not leave cold the hearts of connoisseurs of motorcycle beauty, especially those improved by body kits, leather trunks and other decorative and useful elements.

Disadvantages of a motorcycle

For the powerful Yamaha Warrior XV 1700 motorcycle, there is not enough sixth gear in the gearbox. All pilots note this and call it one of the main disadvantages of the motorcycle. However, almost all Japanese choppers and cruisers are guilty of this.

The second is considered to be insufficient ergonomics, especially for a passenger who can rarely withstand an hour of travel without rest. And due to the peculiarities of landing in accordance with the canons of the class, the pilot needs rest after five hours on the road to stretch his tired muscles.

Carrying luggage, even though its quantity does not affect handling, is a problem that each owner solves to the best of his imagination.

Pilots also cite the optics as a disadvantage. The light from the standard headlight is not enough; almost all owners immediately install xenon. And the rear turn signals with a lot of plastic fail almost at the first fall, and you have to install a metal platform to attach them.

The Yamaha Warrior turned out to be so original, at least for Russian lovers of thrills and speed, that drivers sometimes even run out of words to express the delight of riding, and are left with only emotions. Moreover, the shortcomings can be completely eliminated, because they do not spoil the pleasure of controlling a powerful and obedient predator.